WO2017021715A1 - Procédé d'utilisation d'un cycle à pédales avec dispositif d'entraînement électromécanique - Google Patents

Procédé d'utilisation d'un cycle à pédales avec dispositif d'entraînement électromécanique Download PDF

Info

Publication number
WO2017021715A1
WO2017021715A1 PCT/GB2016/052355 GB2016052355W WO2017021715A1 WO 2017021715 A1 WO2017021715 A1 WO 2017021715A1 GB 2016052355 W GB2016052355 W GB 2016052355W WO 2017021715 A1 WO2017021715 A1 WO 2017021715A1
Authority
WO
WIPO (PCT)
Prior art keywords
electrical machine
input
rotate
current
torque
Prior art date
Application number
PCT/GB2016/052355
Other languages
English (en)
Inventor
Linan GONG
Original Assignee
Nexxt E-Drive Ltd.,
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nexxt E-Drive Ltd., filed Critical Nexxt E-Drive Ltd.,
Priority to ES16747602T priority Critical patent/ES2713755T3/es
Priority to EP19150429.9A priority patent/EP3489123A1/fr
Priority to EP16747602.7A priority patent/EP3256374B1/fr
Priority to US15/575,285 priority patent/US10513309B2/en
Priority to CN201680020187.9A priority patent/CN107873010B/zh
Priority to PL16747602T priority patent/PL3256374T3/pl
Publication of WO2017021715A1 publication Critical patent/WO2017021715A1/fr
Priority to US16/688,098 priority patent/US11459060B2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B62M11/16—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears built in, or adjacent to, the ground-wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B62M11/14—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio with planetary gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/10—Rider propelled cycles with auxiliary combustion engine
    • B62M6/25—Rider propelled cycles with auxiliary combustion engine power-driven at axle parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B62M6/50—Control or actuating devices therefor characterised by detectors or sensors, or arrangement thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/60—Rider propelled cycles with auxiliary electric motor power-driven at axle parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/60—Rider propelled cycles with auxiliary electric motor power-driven at axle parts
    • B62M6/65—Rider propelled cycles with auxiliary electric motor power-driven at axle parts with axle and driving shaft arranged coaxially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • B62M9/06—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio using a single chain, belt, or the like
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors

Definitions

  • This disclosure relates to a method of operating a pedal cycle having an electromechanical drive arrangement.
  • pedal cycle There are various forms of pedal cycle.
  • One, conventional, form of pedal cycle is that which is only ever driven by a cyclist applying force to the pedals thereof, such cycles sometimes being referred to as "push bikes”.
  • EAPC electrically-assisted pedal cycle
  • Both conventional pedal cycles and EAPCs may have two, three or four wheels, and, in some, cases even more.
  • the term "pedal cycle” is used to include both conventional pedal cycles and EAPCs.
  • electrical power is used to assist, or in some cases replace, the efforts of the rider.
  • EAPCs include means for storing electrical energy, such as batteries, and an electric motor arranged to propel, either in combination with pedal input, or to replace pedal input.
  • the batteries can usually be recharged by plugging them into a supply of electrical energy, such as an outlet from a mains supply; in some cases, also by recovering energy from motion of the cycle by way of regenerative braking, and in others by generation of electricity in a series hybrid configuration.
  • the principle of regenerative braking will be familiar to those skilled in this field of technology. As a result, the overall effort usually required by a cyclist to pedal an EAPC is lower than for a conventional cycle.
  • EAPCs can usually be placed into one of two groups.
  • the first group is that in which the cycle can provide electrical assistance on demand, at any time, regardless of whether or not the cyclist is pedalling. Cycles in this group are sometimes referred to as "e-bikes", and can be thought of as being generally equivalent to electric mopeds, although one that is generally easier to pedal. Cycles in the second group only provide electrical assistance when the cyclist is pedalling. These are sometimes referred to as "pedelecs".
  • EAPCs are becoming increasing popular, particularly in some European countries. Since pedelecs only provide assistance when the rider is pedalling, there is a requirement to make an assessment of whether this is the case. Many pedelecs achieve this through either a torque sensor, or a movement sensor, such as a cadence sensor.
  • a movement sensor recognises when the pedals of the pedelec are rotated and switches the motor on in response.
  • a torque sensor installation can avoid accidental initiation of the motor due to unintended slight movement of the pedals when the bike is stationary. In those installations with only a basic movement sensor there has to be a delay between the rotation of the pedals starting and the motor being initiated.
  • the motor is only initiated once movement has been taking place for a predetermined period of time. As a result, there is delay before the rider is provided with any assistance when moving off. Not only does this fail to assist the rider at this time, but may also provide an uncomfortable or counter-intuitive rider experience when the motor eventually starts.
  • the motor is either off or fully switched on (or perhaps subject to manual user control to define the level of assistance desired). That is to say, there is no relationship between the rider's pedalling and the level of assistance provided once the motor has started.
  • control may be provided to cause the motor to provide greater assistance when the rider is pedalling at greater speed.
  • Such sensors assess not the cadence of the pedals but the torque applied, and thus more clearly reflect the intentions and activities of the rider. This may be of benefit both at the launch procedure, where accidental initiation can be avoided by requiring a threshold torque to be applied and during general riding where the feedback between the effort exerted by the rider and the input of the motor may be improved.
  • torque sensors can be difficult to implement and are significantly expensive.
  • torque sensors often limit the flexibility in terms of frame type available for the bicycle, often do not provide continuous assessment of torque levels and can add to the weight of the bicycle.
  • a system with an input electrical machine and an output electrical machine, the input electrical machine being coupled to the pedal input and the driven cycle wheel via an epicyclic gear set and the output electrical machine being used to assist in drive of the cycle.
  • the input electrical machine is operated as a generator to at least partly power the output electrical machine as a motor.
  • the current in the input electrical machine is controlled to ensure the torque applied by the pedals is appropriate for a desired input power set by the user, taking account of measurements of the angle of the pedal crank arms and a detected cadence. In this way, the feedback provided by the pedals is intended to offer a consistent experience.
  • control of the current in the input electrical machine results in an effective variation of the transmission ratio between the pedals and the electrical machine should the cyclist exceed or undershoot the desired torque levels.
  • a method of operating a pedal cycle having an electro-mechanical drive arrangement including a continuously variable ratio transmission system having an input which is mounted to rotate about the axis and an output connected to rotate with a hub member, the transmission system comprising an epicyclic gear set including a sun gear in mesh with a plurality of planet gears mounted to rotate about respective planet shafts earned by a common earner, which is mounted to rotate with the input about the axis, the planet gears being in mesh with an annulus gear, which is connected to rotate with the hub member, the annulus gear being connected to rotate with a rotor of an output electrical machine and the sun gear being connected to rotate a rotor of an input electrical machine, the electrical connections of the stators of the two electrical machines being connected by a controller arranged to control the transmission of power from one electrical machine to the other; the method including the steps of: a) operating the input electrical machine as a generator to at least partly power the output electrical machine as a motor; b) applying
  • a method of operating a pedal cycle having an electro-mechanical drive arrangement including a continuously variable ratio transmission system having an input which is mounted to rotate about the axis and an output connected to rotate with a hub member, the transmission system comprising an epicyclic gear set including a sun gear in mesh with a plurality of planet gears mounted to rotate about respective planet shafts carried by a common carrier, which is mounted to rotate with the input about the axis, the planet gears being in mesh with an annulus gear, which is connected to rotate with the hub member, only the sun gear being connected to rotate a rotor of an electrical machine, the electrical connections of the stator of the electrical machine being connected to a controller; the method including the step of: applying a time division multiplexed control algorithm to the electrical machine, wherein the time division multiplexed control algorithm alternates between a first control mode in which current generated by the electrical machine is monitored to infer torque applied to the crank arms of the cycle and a second control mode in which the current in the input electrical
  • the torque applied to the crank arms by a rider of the pedal cycle can be inferred from the current generated by the electrical machine during riding. Accordingly, there is no requirement for an independent torque sensor to be provided.
  • the current in the input electrical machine is controlled. This effectively controls the torque on the input electrical machine during the second control mode (since this is proportional to current).
  • controlling the torque in the input electrical machine also controls the torque in the crank arms (the two are proportional), which is the torque that the cyclist applies.
  • controlling the current in the input electrical machine determines the torque which the cyclist has to apply to maintain constant rotation during the second control mode.
  • Controlling the current in this way can enable the arrangement to automatically "change gear” during general operation. For example, should the cyclist press on the pedals with more force such that he or she applies torque that results in a current in the input electrical machine that exceeds that applied during the second control mode, the electrical machine "gives way” and so accelerates. This changes the transmission ratio of the input epicyclic gear set to, in effect, change into a lower gear. Thus, when the torque that the cyclist applies increases, the arrangement automatically changes down into a lower gear. Thus, the arrangement automatically changes down in conditions when this is needed, such as when climbing a hill or accelerating rapidly.
  • the electrical machine decelerates and resists motion of the crank arms by the cyclist.
  • This deceleration of the input electrical machine again changes the transmission ratio of the second epicyclic gear set to, in effect, change into a higher gear.
  • the arrangement automatically changes up into a higher gear.
  • the arrangement automatically changes up in conditions when this is needed, such as when going downhill or when easing off and approaching a steady speed from a period of acceleration.
  • the torque sensing capabilities of the second electrical machine may be used in conventional pedal cycles and in EAPCs to provide an arrangement for automatically changing gear while the rider is cycling the pedal cycle.
  • no output electrical machine is provided. That is to say, there is no electrical machine coupled to the annulus in this aspect. As such, the relative cost and weight of the cycle may be reduced in comparison.
  • the control method of the second aspect ensures that although the annulus is unconstrained by a second motor, the sun gear and planetary gears remain balanced.
  • the ability to sense the torque through the input electrical machine can assist in controlling a launch process. That is to say, by sensing the torque the arrangement can sense when the rider intends to move off from a stationary position.
  • the method further comprises initiating operation of the output electrical machine as a motor when the inferred torque exceeds a threshold value.
  • the output electrical machine may be initiated only when a meaningful torque is applied to the pedals by the rider, rather than responding to minor adjustments in pedal position. For example, while stationary, riders often adjust the position of the pedals to an optimum arrangement for beginning the pedalling process (typically with one pedal higher than the other). By adopting the preferred approach, one can avoid initiating the output electrical motor in response to such adjustments.
  • control of the current applied to the input electrical machine in response to the inferred torque during the second control mode is dependent upon whether the pedal cycle is in a launch routine or an in-motion routine.
  • Both the input electrical machine and the output electrical machine may be coupled to a single electrical power source (such as a battery).
  • the output electrical machine may take priority over the input electrical machine for receiving current from the electrical power source.
  • the output electrical machine may be used to assist the rider in bringing the pedal cycle up to the desired speed without sacrificing electrical power to control of the input electrical machine. This will also have the effect of shifting the pedals to a relatively low gear as the torque provided by the rider exceeds that generated by input electrical machine during the second control mode. The rider is therefore able to start the pedals moving at a preferred cadence without having to work against the input electrical machine.
  • the method may further comprise the step of determining that the bicycle and/or the crank arms are substantially stationary and, in response thereto, substantially short-circuiting the input electrical machine.
  • the method includes the step of maintaining the substantial short- circuiting of the input electrical machine until the actual current in the input electrical machine reaches a predetermined threshold current.
  • This threshold may be set in software.
  • the input electrical machine may take priority over the output electrical machine for receiving current from the electrical power source. In this manner, a current may be applied to the input electrical machine during the second control mode which is calculated to match the inferred torque identified during the first control mode. Accordingly, the rider is provided with consistent feedback from the pedals during the in-motion routine. This is found to offer a satisfying and intuitive riding experience.
  • the method may include operating control means to operate the input electrical machine as a generator and/or to operate the output electrical machine as a motor and/or to control the current in the input electrical machine.
  • the control means may include one or more motor controllers and/or one or more generator controllers.
  • the current in the input electrical machine may be controlled to lie in a range between a maximum current and a minimum current, the maximum and minimum currents being calculated using the inferred torque.
  • the maximum current and the minimum current may be different values; they may be the same value. Where they are different values, this creates a band within which the torque applied by the cyclist may vary without the arrangement "changing gear", i.e. varying the transmission ratio. In this way, the arrangement mimics, at least to some degree, the behaviour of a conventional geared cycle and so may find favour with some cyclists more used to such conventional cycles.
  • the method may include supplying all electrical energy generated by the input electrical machine to the output electrical machine for operating the output electrical machine as a motor.
  • a conventional pedal cycle fitted with the electro-mechanical arrangement may be provided with an arrangement for automatically changing gear.
  • the method may include supplying stored electrical energy to the output electrical machine from a store of electrical energy for operating the output electrical machine as a motor.
  • the method may include supplying stored electrical energy in this way to supplement electrical energy generated from the input electrical machine and supplied to the output electrical machine.
  • the method may include receiving an assist input indicating that stored electrical energy should be supplied to the output electrical machine to supplement electrical energy supplied thereto and generated by the input electrical machine; and may include supplying stored electrical energy accordingly in response to receipt of the assist input.
  • the method may include operating the control means to supply stored electrical energy in this way. In this way, stored electrical energy can be used to assist the cyclist in propelling the cycle.
  • the assist input may be received from assist input means operable by the cyclist.
  • the assist input may be indicative of one of a plurality of selectable levels of assistance that is to be provided to the cyclist.
  • the assist input may be indicative of a factor by which the power input by the cyclist should be augmented by power supplied to the output electrical machine by discharging the store of electrical energy.
  • the method may include discharging the store of electrical energy and operating the output electrical machine at least partly thereby, in response to receipt of the assist input.
  • the method may include operating the input electrical machine and/or the output electrical machine as a generator to retard the pedal cycle. Electrical power generated in this way may be used to recharge the store of electrical energy.
  • the method may include operating one or both of the electrical machines inefficiently, for example, by shifting the phase of the current and/or voltage thereof to dissipate generated electrical energy as heat and thereby retard the pedal cycle.
  • the method may include operating the input electrical machine and/or the output electrical machine as a generator in this way in response to a signal from a brake input device operable by the cyclist.
  • the brake input device may be a brake lever.
  • the method may include operating the input and/or output electrical machine in this way in response to sensing backwards movement of the crank arms; and optionally, backwards movement of the crank arms when the crank arms are between 60 degrees and 120 degrees to the vertical when the pedal cycle is on level ground.
  • the pedal cycle may be, for example, a conventional pedal cycle in which drive is only ever provided by a cyclist applying force to the pedals thereof, such cycles sometimes being referred to as "push bikes".
  • the pedal cycle may be, for example, an EAPC, such as, for example, a pedelec or an e-bike.
  • the pedal cycle may have one, two, three, four or more wheels.
  • the pedal cycle may be a bicycle (including solo and tandem bicycles), a tricycle, or conceivably any form of cycle which can be at least partly propelled by a cyclist pedalling.
  • the electrical drive arrangement further includes a oneway clutch, which includes a drive member, which is constituted by the common carrier, and a driven member, which is connected to rotate with the hub members, the one-way clutch being arranged to connect the hub member to rotate with the carrier as soon as the carrier rotates faster than the hub member.
  • the hub may include a one-way clutch which is arranged to connect the hub member to rotate with the carrier if the earner attempts to rotate faster than the hub member which in practice occurs as soon as any substantial torque is applied to the input.
  • the electrical drive arrangement further includes an active clutch, the method further comprising controlling the active clutch to selectively operate the electrical machine as a generator. In this manner, even when the output electrical machine is not present, regenerative braking can be applied to recharge the battery.
  • a pedal cycle arranged to carry out a method as defined hereinabove.
  • the disclosure can be implemented using computer program code.
  • a computer program product comprising computer executable instructions for carrying out the method of the first aspect.
  • the computer program product may be a physical / tangible storage medium.
  • the storage medium may be a Read Only Memory (ROM) or other memory chip.
  • ROM Read Only Memory
  • it may be a disk such as a Digital Versatile Disk (DVD-ROM) or Compact Disk (CD-ROM) or other data carrier.
  • DVD-ROM Digital Versatile Disk
  • CD-ROM Compact Disk
  • It could also be a signal such as an electronic signal over wires, an optical signal or a radio signal such as to a satellite or the like.
  • the disclosure also extends to a processor running the software or code, e.g. a computer configured to carry out the method described above.
  • Figure 2A shows an axial sectional view of the upper half of a bicycle hub according to a first embodiment
  • Figure 2B shows a view of a one-way clutch, seen from the right in Figure 2A, above an axial sectional view of the one-way clutch; and
  • Figure 3 is schematic representation of control means for controlling operation of the drive arrangement;
  • Figure 4 is a flow diagram of steps of one embodiment of a method of operating the pedal cycle, the steps including steps of a "launch" routine and an "in-motion" routine;
  • Figure 5 is an example of a graph illustrating the current applied to an input electrical machine and an output electrical machine during the launch routine and in-motion routine;
  • Figure 6 shows an axial sectional view of the upper half of a bicycle hub according to a second embodiment;
  • Figure 7 is schematic representation of control means for controlling operation of the drive arrangement of the second embodiment.
  • Figure 8 is a flow diagram of steps of the second embodiment of a method of operating the pedal cycle, the steps including steps of a "launch" routine and an "in-motion" routine.
  • FIG. 1 shows an electrically- assisted pedal cycle in the form of a bicycle 10.
  • the bicycle 10 is similar to a conventional bicycle in having a steerable wheel 20 at the front and a driveable wheel 30 at the back.
  • the bicycle 10 also has the conventional arrangement of pedals 40 on crank arms 50 that drive a front toothed cog 60 connected by a chain 70 to a rear sprocket 80, the rear sprocket being mounted co-axially with the rear wheel 30.
  • the bicycle 10 differs from a conventional bicycle in that the rear sprocket 80 is not fixedly mounted to the hub 100 of the rear wheel 30 to drive that wheel directly. Instead, the rear sprocket 80 drives certain components of an electromechanical drive arrangement that are housed within the hub 100.
  • FIG 2a shows the hub 100 of a first embodiment and its contents in detail.
  • the hub is mounted on a central shaft 2 which, in use, is fixedly secured to a bicycle frame by means of two nuts 4.
  • the hub includes an annular input member 6, which is connected to a conventional bicycle sprocket wheel 80 via a conventional freewheel mechanism 9, which is not shown in detail.
  • the input member 6 is mounted on a number of bearings 101 to rotate about the shaft 2.
  • the input member 6 is also connected to a single three- branch epicyclic gear set, all three branches or shafts of which rotate.
  • the transmission system includes a sun gear 12, which is mounted to rotate about the shaft 2 and carries teeth in mesh with teeth carried by a number, typically 3, of planet gears 14.
  • the planet gears 14 are rotatably carried by way of bearings 16 by respective planet shafts 18, which are connected to a common carrier 201.
  • the teeth on the planet gears 14 are also in mesh with the teeth on an annulus gear 22, which is fixedly connected to the right- hand portion 24 of a hub housing.
  • the right-hand portion 24 of the hub housing is connected to a left-hand portion 26 by means of a central portion 28, which is connected to the right- and left-hand portions 24, 26 by means of bolts 301.
  • the inner motor/generator, or input electrical machine 120 includes a rotor 32, which is connected to rotate with the sun gear 12, and a stator 34.
  • the outer motor/generator, or output electrical machine 110 includes a rotor 36, which is fixedly connected to the central portion 28 of the hub housing, and a stator 38.
  • the electrical connections of the two stators are connected to a controller 200, which is shown only schematically and is also connected to a rechargeable electric battery 208.
  • the controller 200 is programmed to control the flow of electrical power between the two motor/generators and between the electric battery 208 and each of the two motor/generators in accordance with requirements.
  • the common earner 201 is integral with the input member 6, and constitutes the input member or drive member of a one-way clutch. It has a circular outer periphery, which is closely surrounded by the circular inner periphery of an annular driven member 44 of the one-way clutch, the outer periphery of which bears teeth 46, which are also in mesh with the internal teeth on the annulus gear 22, which is fixedly connected to the hub housing portion 24.
  • each recess 47 Formed in the outer periphery of the inner or drive member 20 of the one-way clutch is a plurality, in this case three, of recesses 47 extending in the peripheral direction. Accommodated in each of these recesses is a jamming ball 48 and a biasing spring 50.
  • the dimension or width of each recess 47 in the radial direction is greatest at the end remote from the spring 50 and at this end it has a value greater than the diameter of the associated jamming ball 48. However, its width decreases in the direction towards the biasing spring 50 to a value less than the diameter of the jamming ball 48.
  • the biasing springs urge the balls 48 to the ends of the recesses 47 remote from the springs 50 at which the width of the recess is greater than the diameter of the balls and when the balls are in this position the drive and driven members 20 and 44 of the one-way clutch are freely rotatable with respect to one another and the clutch is thus disengaged.
  • one of the motor/generators generally acts as a generator and transmits electrical power to the other motor/generator, which acts as a motor.
  • the amount of electrical power so transmitted may be selectively varied by means of the controller 40, thereby altering the transmission ratio of the transmission system. Power is transmitted through the transmission system both mechanically and electrically in proportions which vary with the varying transmission ratio.
  • the output speed of the transmission system and thus the speed of the hub member may thus be varied independently of the input speed, which means that the speed of the wheel connected to the hub member in accordance with the invention may be varied independently of the speed at which the pedals are rotated and/or the speed of that one of the motor/generators which is operating as a motor and is providing a motive torque to propel the bicycle or to assist the user in propelling the bicycle.
  • This means that the transmission may be operated precisely at the speed which is the most appropriate for the driving conditions and matches the wishes of the user, as indicated by one or more user-operable controls.
  • the electric motor/generators are thus not only the means by which the transmission ratio of the transmission system may be continuously varied but also the means by which electrical power from the battery may be converted into mechanical power and transmitted to the bicycle wheel.
  • the motor/generators preferably also serve a dual function in that if the bicycle is travelling at a speed in excess of that desired by the user, for instance because the bicycle is freewheeling downhill, as indicated e.g. by the user applying the brakes, the controller can be programmed to cause one or both motor/generators to operate as a generator and to direct the electrical power produced to the electric battery so as to recharge it.
  • the hub in accordance with the invention will be used primarily on a motor-assisted bicycle rather than a motorcycle and thus that the user will contribute to the motive power needed to propel the bicycle for a major proportion of the operating time.
  • the one-way clutch will immediately engage and the force applied by the user will then be directed immediately to the driven bicycle wheel with no pedal precession.
  • controller 200 is connected and arranged to control the input and output motor-generators 110, 120 in response to inputs received from input means.
  • the controller 200 is in the form of an electronic control unit (ECU) 205, a battery management unit 207 and two motor-generator controllers: one of which will be termed the "input controller” 210 and is for controlling the input motor-generator 120, and the other one of which will be termed the "output controller” 220 and is for controlling the output motor-generator 110.
  • the ECU 205 includes a microprocessor that is programmable and operable to carry out the steps of a method that embodies this invention. That method will be described herein below with reference to Figure 3 and Figure 5.
  • the ECU 205 is connected to the input controller 210, the output controller 220 and the battery management unit 207 for controlling operation of those three units.
  • the input means that provide inputs to the controller 40 includes user input means 250 and a crank speed and position sensor 260, which may be a hall sensor.
  • the user input means 250 includes, in this embodiment, a user-operable power input device and a user- operable brake input device (none of which is shown).
  • the power input device is arranged to be operated by a user to indicate generally the power that is the rate of working, with which he or she wishes to pedal.
  • the brake input device is arranged to be operated by the user to indicate a rate at which the bicycle 10 should be slowed.
  • the power input device is a user-operable selector that indexes between each of a plurality of different positions.
  • selector switches are twistable grip-shifts and thumb shifters commonly used in gear-change mechanisms of conventional bicycles.
  • the brake input device may be similar to a conventional brake lever.
  • electrical versions of such selector switches and of the brake lever be used such that each is able to produce an electrical signal indicative of its user-selected position.
  • the crank speed and position sensor 260 is a conventional device that is arranged to sense the speed and angular position of the crank arms 50 and to output an electrical signal indicative of this.
  • Each of the input means is connected and arranged to provide its respective electrical signal to the ECU 205.
  • a further output from the control means 200 is connected to an instrument panel 270.
  • the battery management unit 207 is connected to electrical energy storage means in the form of a rechargeable battery 208.
  • the ECU 205, the input controller 210, the output controller 220 and the battery management unit are housed within a control housing 90 fitted to the frame of the bicycle 10.
  • the battery 208 is housed within a battery housing 92 that is also fitted to the frame.
  • the method begins from a stationary start at step 300 in which the crank speed and position sensor 260 is used to sense movement of the pedals 40. If no movement of the pedals is identified then the method continues to monitor for further events. If movement of the pedals is identified, the method moves to step 310, wherein the torque applied to pedals 40 is sensed using the input electrical machine 120. The input electrical machine is operated throughout the method according to a time division multiplexed control algorithm to the input electrical machine.
  • the time division multiplexed control algorithm alternates between a first control mode in which current generated by the input electrical machine 120 is monitored to infer torque applied to the crank arms of the cycle and a second control mode in which the current in the input electrical machine 120 is controlled in dependence on the inferred torque.
  • the torque is sensed during the first control mode.
  • the controller 200 determines if the torque sensed at step 310 exceeds an initiation threshold. If the torque sensed at step 310 exceeds the initiation threshold, a launch routine 330 is initiated. During launch routine 330, electrical power is provided to output electrical machine in order to assist in bringing the bicycle up to speed at step 331.
  • the input electrical machine 340 is also initiated at step 331 in response to the detection of torque exceeding the initiation threshold, such that a fixed current is imparted to the input electrical machine 120 during launch routine 330.
  • the power demands of the output electrical machine are prioritised during launch routine 330.
  • the movement of the pedals is again sensed by the sensor 260.
  • the cadence i.e. the rate of revolution
  • the in-motion threshold may be, for example, one revolution per second. Once the cadence meets or exceeds the threshold, the method moves to in motion routine 340. In a preferred embodiment, the in-motion threshold may be one revolution per second.
  • the torque is sensed using the input electrical machine 120 at step 341. As referenced above, this occurs during the first control mode of the time division multiplexed control algorithm.
  • the sensed torque is then used to set the current in the input electrical machine 120 during the second control mode at step 342.
  • the current within the second electrical machine during the second control mode is set to provide a torque output of the input electrical machine 120 which corresponds to the torque sensed during the first control mode. It should be understood that, by controlling the current in the input motor-generator 120 in this way, the torque on that machine, which is proportional to current, is also controlled.
  • controlling the torque in the input motor- generator 120 also controls the torque in the crank arms 50 (the two torques are proportional), which is the torque that the cyclist applies to the crank arms 50 through the pedals 40 when the system is in a steady state.
  • controlling the current in the input motor-generator 120 determines the force which the cyclist must apply to the pedals 40 to maintain a steady state.
  • step 342 the current drawn from the input motor-generator 120 so as to cause the pedals 40 to react against the cyclist with a force that gives rise to the cyclist pedalling with the power which the cyclist has indicated she or he wishes to pedal by the position of the power input device.
  • Controlling the current in this way results in the bicycle 10 automatically changing the transmission ratio between the crank arms 50 and the rear wheel.
  • the motor-generator "gives way” and so accelerates.
  • the arrangement automatically changes to a lower ratio.
  • the arrangement automatically changes down in conditions when this is needed, such as when climbing a hill or accelerating rapidly.
  • the motor-generator 120 decelerates and resists motion of the crank arms 50 by the cyclist. This deceleration of the input motor- generator 120 again changes the transmission ratio of the epicyclic gear set to a higher ratio.
  • the arrangement automatically changes to a higher ratio.
  • the arrangement automatically changes up in conditions when this is needed, such as when going downhill or when easing off and approaching a steady speed from a period of acceleration.
  • the cyclist can select generally the power with which he or she wishes to cycle. Additionally, he or she may change that power whilst cycling so that he or she can cycle generally harder or more easily.
  • the in-motion routine continues while the bicycle is in motion. This is assessed at step 343, at which a judgement is made as to whether the bicycle is moving. This is done by the ECU 205 sensing the speed of the output motor-generator 110, the speed of the output motor-generator 110 being proportional to the speed of the bicycle 10. The ECU 205 senses the speed of the output motor-generator 110 by receiving a signal indicative of this from motor commutation sensors (although, in other embodiments, the voltage or the frequency of voltage peaks may instead by measured)
  • the launch routine continues and the control algorithm alternates between the first and second control modes. That is, in a time divided manner the torque is assessed (step s341; the first control mode) from the input electrical machine and then the current in the input electrical machine is controlled in consequence (step s342; the second control mode).
  • step s341 the first control mode
  • step s342 the second control mode
  • the input electrical machine 120 takes priority foi ⁇ l s receiving current from battery.
  • the in-motion routine is illustrated in Figure 5 between times Vll and V12.
  • the total current applied to the input electrical machine 120 and the output electrical machine 110 during the in-motion routine is constant (in particular, is fixed at Imax). Of that total, the input electrical machine receives current determined on the basis of the sensed torque, while the output 20 electrical machine receives the remaining available current. In this manner, the current for the input electrical machine 120 is prioritised.
  • the launch routine is illustrated in the time period prior to Vll.
  • current for the output electrical machine is prioritised 110, and the input electrical machine 120 only 25 receives a fixed, relatively small current.
  • FIG. 6 illustrates the hub 100 in the alternative embodiment in detail.
  • the features illustrated in Figure 1 are shared by the first and second embodiments.
  • the hub 100 is mounted on a central shaft 2 which, in use, is fixedly secured to a bicycle frame by means of two nuts 4.
  • the hub includes an annular input member 6, which is connected to a conventional bicycle sprocket wheel 80 via a conventional freewheel mechanism 9, which is not shown in detail.
  • the input member 6 is mounted to rotate about the shaft 2 by a number of bearings 101.
  • the input member 6 is also connected to a single three- branch epicyclic gear set, all three branches or shafts of which rotate.
  • the transmission system includes a sun gear 12, which is mounted to rotate about the shaft 2 and carries teeth in mesh with teeth carried by a number, typically 3, of planet gears 14.
  • the planet gears 14 are rotatably carried by way of bearings 16 by respective planet shafts 18, which are connected to a common carrier 201, which may be formed integrally with the input member 6.
  • the teeth on the planet gears 14 are also in mesh with the teeth on an annulus gear 22, which is fixedly connected to the right-hand portion 24 of a hub housing.
  • the right-hand portion 24 of the hub housing is connected to a left-hand portion 26 by means of a central portion 28.
  • the central portion 28 may be formed integrally with either the right-hand portion 24 or the left-hand portion 26 and coupled to the other of the right-hand portion 24 and left-hand portion with bolts or similar 26.
  • the central portion 28 may be individually formed and is connected to the right- and left-hand portions 24, 26 by means of bolts 301 or similar features.
  • the motor/generator, or input electrical machine 120 includes a rotor 32 which is connected to rotate with the sun gear 12, and a stator 34.
  • the electrical connections of the stators 34 are connected to a controller 200, which is shown only schematically and is also connected to a rechargeable electric battery 208.
  • the controller 200 is programmed to control the flow of electrical power between the electric battery 208 and the motor/generators in accordance with requirements.
  • the controller 200 of the second embodiment is illustrated in Figure 7 and may be arranged in a similar manner to that illustrated in Figure 3. In particular, the controller 200 may be connected and arranged to control the input motor-generators 120 in response to inputs received from input means.
  • the controller 200 is in the form of an electronic control unit (ECU) 205, a motor-generator controller 220 for controlling the input motor-generator 120.
  • a battery management unit 207 may also be provided with the battery 208.
  • the ECU 205 includes a microprocessor that is programmable and operable to carry out the steps of a method that embodies this invention.
  • the ECU 205 is connected to the input controller 220 and the battery management unit 207 for controlling operation of these units.
  • the motor-generator controller may be a group of MOS and capacitors controlled by the ECU 205 to establish a run-time scheduled bridge.
  • the ECU 205 and the input controller 220 are housed within a control housing 90 fitted to the frame of the bicycle 10.
  • the battery management unit 207 and the battery 208 are housed within a battery housing 92 that is also fitted to the frame.
  • the input means that provide inputs to the controller 200 may include user input means 250 and a crank speed and position sensor 260, which may be a number of hall sensors.
  • the user input means 250 includes, in this embodiment, a user-operable power input device and may additionally include a user-operable brake input device (none of which is shown).
  • the power input device is arranged to be operated by a user to indicate generally the power, that is the rate of working, with which he or she wishes to pedal.
  • the brake input device is arranged to be operated by the user to indicate a rate at which the bicycle 10 should be slowed.
  • the output speed sensor 265 may monitor the front or rear wheel, for example.
  • the output speed sensor 265 provides this information to the controller 200.
  • the sensor 265 may be embedded in the hub itself. It acts as a high precision sensing system to measure the speed of the rear wheel in this embodiment. Further features of the controller described above with respect to Figure 3 may also apply to the controller of the second embodiment.
  • an active clutch is additionally or alternatively provided.
  • the active clutch will operate to place the electrical machine into a generator mode at appropriate times, such as when the user desires to brake.
  • the active clutch may be operated by the controller 200, which may respond to information including the speed of the wheels as sensed by sensor 265.
  • the one-way clutch described above or a component of the active clutch may be used to disengage the pedals from the common carrier 201.
  • the active clutch may act to block movement of the input member 6 around the main shaft 2.
  • torque is transferred from the annulus gear 22 to the sun gear 12 and thus applied to electrical machine 110, which consequently acts as a generator.
  • This approach may also be applied when it is sensed that the user applies the brakes.
  • the method begins from a stationary start at step 800 in which the crank speed and position sensor 260 is used to sense movement of the pedals 40. If no movement of the pedals is identified then the method continues to monitor for further events.
  • step 810 the method moves to step 810, wherein the torque applied to pedals 40 is sensed using the input electrical machine 120.
  • the input electrical machine is operated throughout the method according to a time division multiplexed control algorithm to the input electrical machine.
  • the time division multiplexed control algorithm alternates between a first control mode in which current generated by the input electrical machine 120 is monitored to infer torque applied to the crank arms of the cycle and a second control mode in which the current in the input electrical machine 120 is controlled in dependence on the inferred torque.
  • the torque is sensed during the first control mode.
  • the controller 200 determines if the torque sensed at step 810 exceeds an initiation threshold. If the torque sensed at step 810 exceeds the initiation threshold, a launch routine 830 is initiated.
  • the input electrical machine 120 is initiated at step 831 in response to the detection of torque exceeding the initiation threshold, such that a fixed current is imparted to the input electrical machine 120 during launch routine 830.
  • the current in the input machine is maintained at a minimal level.
  • This effective short-circuit quickly builds up a reaction torque in the input motor- generator 120 against rotation thereof (this build up happens within about 5 to 10 degrees of crank angle).
  • This reaction is transmitted through the epicyclic gear set 140 to the crank arms 50 and pedals 40 and so gives the cyclist something to push against in setting off on the cycle.
  • the one-way clutch ensures the cyclist receives feedback to the effort provided at this stage.
  • the movement of the pedals is again sensed by the sensor 260.
  • the cadence i.e. the rate of revolution
  • the in-motion threshold may be, for example, one revolution per second.
  • the in-motion threshold may be one revolution per second.
  • the torque is sensed using the input electrical machine 120 at step 841. As referenced above, this occurs during the first control mode of the time division multiplexed control algorithm.
  • the sensed torque is then used to set the current in the input electrical machine 120 during the second control mode at step 842.
  • the current within the input electrical machine 120 during the second control mode is set to provide a torque output of the input electrical machine 120 which corresponds to the torque sensed during the first control mode.
  • controlling the current in the input motor-generator 120 in this way, the torque on that machine, which is proportional to current, is also controlled.
  • controlling the torque in the input motor-generator 120 also controls the torque in the crank arms 50 (the two torques are proportional), which is the torque that the cyclist applies to the crank arms 50 through the pedals 40.
  • controlling the current in the input motor- generator 120 determines the force which the cyclist must apply to the pedals 40 to maintain a steady state.
  • Controlling the current in this way results in the bicycle 10 automatically changing the transmission ratio between the crank arms 50 and the rear wheel.
  • the motor-generator "gives way" and so accelerates.
  • This effect can be used in some embodiments to change the transmission ratio of the epicyclic gear set 140 to change to a lower ratio.
  • the arrangement automatically changes to a lower ratio.
  • the arrangement automatically changes down in conditions when this is needed, such as when climbing a hill or accelerating rapidly.
  • the motor-generator 120 decelerates and resists motion of the crank arms 50 by the cyclist.
  • This deceleration of the input motor- generator 120 can again be used to change the transmission ratio of the epicyclic gear set to a higher ratio.
  • the arrangement automatically changes to a higher ratio.
  • the arrangement automatically changes up in conditions when this is needed, such as when going downhill or when easing off and approaching a steady speed from a period of acceleration.
  • the cyclist can select generally the power with which he or she wishes to cycle. Additionally, he or she may change that power whilst cycling so that he or she can cycle generally harder or more easily.
  • the in-motion routine continues while the bicycle is in motion. This is assessed at step 843, at which a judgement is made as to whether the bicycle is moving. This is done by the ECU 205 sensing the speed as measured by the output speed sensor 265. If the bicycle is moving, the in-motion routine continues and the control algorithm alternates between the first and second control modes. That is, in a time divided manner the torque is assessed (step s841; the first control mode) from the input electrical machine and then the current in the input electrical machine is controlled in consequence (step s842; the second control mode). Once the bicycle is detected to be stationary, the electrical machine is deactivated and the method returns to the start, ready for initiation of the launch routine 830 at a later time.
  • This disclosure in some aspects provides a method of operating a pedal cycle, the pedal cycle having an electro-mechanical drive arrangement including a continuously variable ratio transmission system having an input which is mounted to rotate about the axis and an output connected to rotate with a hub member, the transmission system comprising an epicyclic gear set including a sun gear in mesh with a plurality of planet gears mounted to rotate about respective planet shafts carried by a common carrier, which is mounted to rotate with the input about the axis, the planet gears being in mesh with an annulus gear, which is connected to rotate with the hub member, the annulus gear being connected to rotate with a rotor of an output electrical machine or not being connected to rotate with the rotor of the output electrical machine and the sun gear being connected to rotate a rotor of an input electrical machine, the electrical connections of the stators of the one or two electrical machines being connected by a controller which may be arranged to control the transmission of power from one electrical machine to the other; the method including the steps of: a) operating the input electrical machine as a generator to at least partly

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un procédé d'utilisation d'un cycle à pédales ainsi qu'un cycle à pédales intégrant celui-ci. Le cycle à pédales est doté d'un dispositif d'entraînement électromécanique comprenant un système de transmission à rapport variable en continu lui-même doté d'une entrée montée pour tourner autour de l'axe ainsi que d'une sortie raccordée pour tourner avec un élément de moyeu, le système de transmission incluant un train d'engrenages épicycloïdal comprenant une roue solaire en prise avec une pluralité d'engrenages planétaires montés pour tourner autour des arbres planétaires respectifs portés par un support commun, ledit support étant monté pour tourner avec l'entrée autour de l'axe, les engrenages planétaires étant en prise avec un engrenage annulaire, l'engrenage annulaire étant raccordé pour tourner avec l'élément de moyeu. Il est possible de raccorder uniquement la roue solaire afin de faire tourner un rotor d'une machine électrique ou de fournir une machine supplémentaire. Les connexions électriques du stator de la machine électrique sont connectées à une unité de commande ; le procédé peut comprendre l'étape consistant à appliquer un algorithme de commande multiplexé par répartition dans le temps à la machine électrique, l'algorithme de commande multiplexé par répartition dans le temps alternant entre un premier mode de commande dans lequel le courant généré par la machine électrique est surveillé afin de déterminer le couple appliqué aux bras de manivelle du cycle et un second mode de commande dans lequel le courant dans la machine électrique d'entrée est commandé à l'aide du couple déterminé.
PCT/GB2016/052355 2015-07-31 2016-07-29 Procédé d'utilisation d'un cycle à pédales avec dispositif d'entraînement électromécanique WO2017021715A1 (fr)

Priority Applications (7)

Application Number Priority Date Filing Date Title
ES16747602T ES2713755T3 (es) 2015-07-31 2016-07-29 Método para operar un ciclo a pedales que tiene una disposición de propulsión electromecánica
EP19150429.9A EP3489123A1 (fr) 2015-07-31 2016-07-29 Procédé de fonctionnement d'un cycle à pédale doté d'un agencement d'entraînement électromécanique
EP16747602.7A EP3256374B1 (fr) 2015-07-31 2016-07-29 Procédé d'utilisation d'un cycle à pédales avec dispositif d'entraînement électromécanique
US15/575,285 US10513309B2 (en) 2015-07-31 2016-07-29 Method of operating a pedal cycle having an electro-mechanical drive arrangement
CN201680020187.9A CN107873010B (zh) 2015-07-31 2016-07-29 操作具有机电驱动装置的脚踏车的方法
PL16747602T PL3256374T3 (pl) 2015-07-31 2016-07-29 Sposób obsługi roweru z pedałami mającego elektromechaniczny układ napędowy
US16/688,098 US11459060B2 (en) 2015-07-31 2019-11-19 Method of controlling an electromechanical drive mechanism

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
GB1513575.9A GB2540962A (en) 2015-07-31 2015-07-31 A Method of operating a pedal cycle having an electro-mechanical drive arrangement
GB1513575.9 2015-07-31
GB1607341.3A GB2541059B (en) 2015-07-31 2016-04-27 A method of operating a pedal cycle having an electro-mechanical drive arrangement
GB1607341.3 2016-04-27

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US15/575,285 A-371-Of-International US10513309B2 (en) 2015-07-31 2016-07-29 Method of operating a pedal cycle having an electro-mechanical drive arrangement
US16/688,098 Continuation US11459060B2 (en) 2015-07-31 2019-11-19 Method of controlling an electromechanical drive mechanism

Publications (1)

Publication Number Publication Date
WO2017021715A1 true WO2017021715A1 (fr) 2017-02-09

Family

ID=54063003

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2016/052355 WO2017021715A1 (fr) 2015-07-31 2016-07-29 Procédé d'utilisation d'un cycle à pédales avec dispositif d'entraînement électromécanique

Country Status (7)

Country Link
US (2) US10513309B2 (fr)
EP (2) EP3489123A1 (fr)
CN (1) CN107873010B (fr)
ES (1) ES2713755T3 (fr)
GB (2) GB2540962A (fr)
PL (1) PL3256374T3 (fr)
WO (1) WO2017021715A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020245591A1 (fr) 2019-06-05 2020-12-10 Ebike Systems Ltd Cycles à pédales à assistance électrique
WO2022023774A1 (fr) 2020-07-31 2022-02-03 Ebike Systems Ltd Cycles de pédale assistés électriquement
TWI768845B (zh) * 2021-04-23 2022-06-21 張勛 發電裝置
WO2023281249A1 (fr) 2021-07-06 2023-01-12 Ebike Systems Ltd Bicyclettes à pédales à assistance électrique
WO2023170394A1 (fr) 2022-03-07 2023-09-14 Ebike Systems Ltd Cycles à pédale à assistance électrique

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2540962A (en) * 2015-07-31 2017-02-08 Nexxt E-Drive Ltd A Method of operating a pedal cycle having an electro-mechanical drive arrangement
KR101722106B1 (ko) * 2016-08-03 2017-04-03 주식회사 에이치엔이 전동 자전거용 인휠 드라이브 구동제어방법
CN106515985A (zh) * 2016-11-18 2017-03-22 海贝（天津）科技有限责任公司 电动助力自行车电机控制器倾角传感调速方法
IT201700017186A1 (it) * 2017-02-16 2018-08-16 Zehus S P A Sistema di controllo del motore elettrico di una bicicletta a pedalata assistita
US10850801B2 (en) * 2017-12-07 2020-12-01 Flex Ltd. E-clutch for pedelec bicycle
JP2021533725A (ja) * 2018-07-31 2021-12-02 プラネット ライダー，エルエルシー ２つの電動機を用いるギヤなし電力変換システム
JP7120871B2 (ja) * 2018-10-02 2022-08-17 株式会社シマノ 制御装置および変速システム
CN109572917A (zh) * 2018-12-20 2019-04-05 钟德斌 助力与健身一体自行车之可锁死离合器的轮毂电机和组件
DE102020209373A1 (de) 2020-07-24 2022-01-27 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur Steuerung einer Antriebsvorrichtung eines Fahrrads, Antriebsvorrichtung für ein Fahrrad und Fahrrad
JP2022182811A (ja) * 2021-05-28 2022-12-08 ハロースペース株式会社 電動アシスト自転車

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008285069A (ja) * 2007-05-18 2008-11-27 Bridgestone Corp 駆動力制御装置及び電動アシスト自転車
US20150122565A1 (en) * 2012-04-27 2015-05-07 E2 Drives Sa Power train for a pedal vehicle

Family Cites Families (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3276782B2 (ja) 1994-08-18 2002-04-22 本田技研工業株式会社 電動補助自転車
CN1061616C (zh) * 1996-04-08 2001-02-07 李璨光 电动自行车驱动控制装置
US6296072B1 (en) * 1999-01-20 2001-10-02 Opti-Bike Llc Electric bicycle and methods
CN2442938Y (zh) * 2000-10-11 2001-08-15 俞国民 具有行星齿轮差动机构的电动自行车
ES2290637T3 (es) * 2004-09-29 2008-02-16 Nexxtdrive Limited Cubo o buje que incorpora un sistema de transmision de relacion variable.
CN1836970A (zh) * 2005-03-25 2006-09-27 路放鸣 电动自行车脚踏调速控制系统
GB0902356D0 (en) * 2009-02-12 2009-04-01 Nexxtdrive Ltd Bicycle transmission systems
US20110266082A1 (en) * 2010-05-03 2011-11-03 Tai-Her Yang Asynchronous wired-transmission electric pedalling vehicle driven by human generating power
KR101931488B1 (ko) * 2011-03-30 2018-12-24 엑손모빌 업스트림 리서치 캄파니 스펙트럼 성형을 이용하는 전 파동장 반전의 수렴 레이트
DE102012206615A1 (de) * 2012-04-23 2013-10-24 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung eines Pedalfahrzeugs
TW201418105A (zh) * 2012-07-04 2014-05-16 Lars Munksoe 具有軸傳動機構及電動馬達的車輛
GB201219062D0 (en) * 2012-10-23 2012-12-05 Nexxtdrive Ltd Hubs incorporating a variable ratio transmission system
CN105358422B (zh) * 2013-07-16 2018-03-09 松下知识产权经营株式会社 电动助力自行车
JP6005110B2 (ja) * 2013-10-29 2016-10-12 株式会社シマノ 自転車用制御装置
JP2017533141A (ja) * 2014-10-31 2017-11-09 ピアッジオ・エ・チ・ソチエタ・ペル・アツィオーニ 電動ペダルアシスト自転車用の推進装置およびそれを用いたペダルアシスト自転車
JP6325430B2 (ja) * 2014-12-17 2018-05-16 株式会社シマノ 自転車用ドライブユニット
GB2540962A (en) * 2015-07-31 2017-02-08 Nexxt E-Drive Ltd A Method of operating a pedal cycle having an electro-mechanical drive arrangement
EP3452363B1 (fr) * 2016-05-04 2022-01-05 Farthing Technology Pty Ltd Transmission de bicyclette à pédales et véhicule à propulsion humaine
US10023266B2 (en) * 2016-05-11 2018-07-17 Fallbrook Intellectual Property Company Llc Systems and methods for automatic configuration and automatic calibration of continuously variable transmissions and bicycles having continuously variable transmissions

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008285069A (ja) * 2007-05-18 2008-11-27 Bridgestone Corp 駆動力制御装置及び電動アシスト自転車
US20150122565A1 (en) * 2012-04-27 2015-05-07 E2 Drives Sa Power train for a pedal vehicle

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020245591A1 (fr) 2019-06-05 2020-12-10 Ebike Systems Ltd Cycles à pédales à assistance électrique
WO2022023774A1 (fr) 2020-07-31 2022-02-03 Ebike Systems Ltd Cycles de pédale assistés électriquement
TWI768845B (zh) * 2021-04-23 2022-06-21 張勛 發電裝置
WO2023281249A1 (fr) 2021-07-06 2023-01-12 Ebike Systems Ltd Bicyclettes à pédales à assistance électrique
WO2023170394A1 (fr) 2022-03-07 2023-09-14 Ebike Systems Ltd Cycles à pédale à assistance électrique

Also Published As

Publication number Publication date
GB201513575D0 (en) 2015-09-16
US10513309B2 (en) 2019-12-24
EP3256374A1 (fr) 2017-12-20
US20200079469A1 (en) 2020-03-12
EP3256374B1 (fr) 2019-01-09
US20180154982A1 (en) 2018-06-07
ES2713755T3 (es) 2019-05-23
EP3489123A1 (fr) 2019-05-29
CN107873010B (zh) 2020-07-10
PL3256374T3 (pl) 2019-07-31
US11459060B2 (en) 2022-10-04
GB2541059A (en) 2017-02-08
GB2541059B (en) 2017-08-09
CN107873010A (zh) 2018-04-03
GB2540962A (en) 2017-02-08

Similar Documents

Publication Publication Date Title
US11459060B2 (en) Method of controlling an electromechanical drive mechanism
EP2218635B1 (fr) Système de transmission de bicyclette
JP6227657B2 (ja) 可変比変速システムが組み込まれたハブを含む自転車
WO2018020259A1 (fr) Activateur de stimulation pour un vélo électrique
EP3980323B1 (fr) Cycles à pédales à assistance électrique
EP4368487A2 (fr) Groupe motopropulseur hybride pour véhicule à pédales et son unité de commande
JP2023087060A (ja) 人力駆動車用の制御装置
JP6999316B2 (ja) 自転車用ダイナモ
TW202406796A (zh) 電輔助自行車
WO2023281249A1 (fr) Bicyclettes à pédales à assistance électrique

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16747602

Country of ref document: EP

Kind code of ref document: A1

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
REEP Request for entry into the european phase

Ref document number: 2016747602

Country of ref document: EP

WWE Wipo information: entry into national phase

Ref document number: 15575285

Country of ref document: US

NENP Non-entry into the national phase

Ref country code: DE